Smart sign mobile transit fare payment

ABSTRACT

A system and method for facilitating the payment and collection of transit system fares using a mobile device utilizes a smart sign including near field communication (NFC) devices that communicate with a contactless element embedded within a mobile wireless device. Each NFC device is associated with a different transit location. The NFC devices may be included on the same smart sign located at one transit location or on different smart signs located at different transit locations. Alternatively, one NFC device may be included on a smart sign at a departure location and another NFC device may be activated when or after the user enters the transit system to provide proof of fare purchase. The mobile device is positioned proximate the NFC devices to activate the NFC devices and access fare and/or schedule information or purchase a fare.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application is a continuation in part application of U.S. patent application Ser. No. 11/536,296 filed on Sep. 28, 2006, herein incorporated by reference in its entirety for all purposes.

BACKGROUND

Embodiments of the present invention are directed to a system and method for the payment and collection of transit fares, and more specifically, to a system and method that utilizes a mobile device such as a cell phone to enable payment of a transit fare. Embodiments of the present invention are further directed to a system and method for using a contactless element such as an integrated circuit chip embedded in a wireless mobile device that may combine transaction payment and transit fare payment capabilities.

Many people regularly commute to work or travel for other purposes using transportation systems. Such systems include public transportation systems, for example, buses, subways, trains, ferries, and the like. Typically, these transportations systems require some form of fare payment at one or more sites of the system. One means of fare payment is the use of some form of payment card, from which a fare can be deducted against a previously established balance, or to which a fare can be applied as a credit type debt to be paid at a later date. However, such payment cards generally require that the user pass the card through a card reader or other mechanism, or hand the card to a transit operator. This requirement is inefficient and sub-optimal as transit users are often in a hurry, and do not wish to wait in lines or engage in a formal transaction process that may require more time than desired for authentication of the user and approval of the transaction.

The problems encountered in standard payment card systems has led to an interest in the use of contactless “smart” cards or contactless smart chips as part of a fare payment system. A smart card is generally defined as a pocket-sized card (or other portable payment device) that is embedded with either a microprocessor and one or more memory chips, or one or more memory chips with non-programmable logic. The microprocessor type card typically can implement certain data processing functions, such as to add, delete, or otherwise manipulate information stored in a memory location on the card. In contrast, the memory chip type card (for example, a pre-paid phone card) can only act as a file to hold data that is manipulated by the reading device to perform a pre-defined operation, such as debiting a charge from a pre-established balance held in the memory or secure memory. Smart cards, unlike magnetic stripe cards (such as standard credit cards), can implement a variety of functions and contain a variety of types of information on the card. Therefore, in some applications they do not require access to remote databases for the purpose of user authentication or record keeping at the time of a transaction. A smart chip is a semiconductor device that is capable of performing most, if not all, of the functions of a smart card, but may be embedded in another device.

Smart cards come in two general varieties; the contact type and the contactless type. A contact type smart card is one that includes contacts which enable access to the data and functional capabilities of the card, typically via some form of terminal or card reader. A contactless smart card is a smart card that incorporates a means of communicating with the card reader or terminal without the need for direct contact. Thus, such cards may effectively be “swiped” by passing them close to the card reader or terminal. Such contactless cards typically communicate with the card reader or terminal using RF (radio-frequency) technology, wherein proximity to an antenna causes data transfer between the card and the reader or terminal. Contactless cards have found uses in banking and transit applications, as they may not require removal from one's wallet or pocket in order to complete a transaction. Further, because of the growing interest in such cards, standards have been developed that govern the operation and interfaces for contactless smart cards, such as the ISO 14433 standard.

Even though contactless smart cards provide a solution to some of the problems encountered by standard payment cards in a transit fare payment and collection environment, they do not provide a complete solution. In transit applications, the speed of the transaction for the user is a primary consideration. This means that the transit fare payment and collection process can not be performed effectively using a standard on-line authentication and approval process, as may be used for a purchase transaction at a retail point of sale through the financial payment network. This presents a difficulty because effective fraud prevention typically requires authentication that the card user is entitled to access the transit system and has sufficient funds for the desired transaction. In addition, different transit systems will typically have different authentication requirements, fare calculations, and ancillary data requirements. This means that the smart card must contain the data relevant for the transit system a user wishes to utilize when the user attempts to access the system. This can become a significant problem if a user wishes to utilize more than one transit system, such as two transit agencies within a single geographical area or transit systems in two different cities or locations.

Further, as transit typically involves moving between stations, with different fare calculations and rates required depending upon the actual travel distance, direction, patron category, and/or times of use, fares may need to be computed based on station entry and exit location, direction, mode of travel, category of patron, and possibly time of day. This would require that the smart card terminals/readers at each station or route be able to perform these computations based on data stored and retrieved from a user's card, and subsequent card terminals/readers be able to access data written to the card at previous stations.

Thus, the transit environment presents several issues that make use of a standard contactless smart card or chip problematic. In addition to those noted, these issues include:

-   -   A need for one card per transit agency or group of cooperating         agencies;     -   If a contactless payment card is used, it typically lacks the         ability to write back to the chip, and data is not available on         subsequent transactions to calculate the fare. This adds to the         burden of the system having to keep track of card history and         calculate the fare in a post processing system rather than at         the gate or farebox;     -   It may be required that a patron, who is visiting a location or         agency for the first time may need to register their card for         use in that system. This may take a physical process of going         and doing something before the card may be used in transit at         the new location; and     -   Each agency or region may utilize a different set of file         structures and/or information to handle their fare policy, and a         single card may lack the appropriate data formats or encryption         capability.

What is desired is a system and method for payment and collection of transit fares that utilizes a contactless smart chip and which overcomes the noted disadvantages of current approaches.

SUMMARY

Embodiments of the present invention are directed to a system and method for facilitating the payment and collection of transaction fees or fares using a contactless element such as a contactless smart chip. The inventive system can utilize a contactless element including, for example, a contactless smart chip and a wireless data transfer element (e.g., an antenna, LED, laser diode, etc.), embedded within a mobile wireless device, such as a mobile phone, PDA, MP3 player or the like. The smart chip, or other type of device, can be integrated with the circuitry of the mobile device to permit data stored on the chip to be accessed and manipulated (e.g., read, written, erased) using the wireless communications network as the data transport channel. In this way, the data required to enable a user to access, for example, a transit system and data for the system to conduct fare calculations may be provided to the chip using the wireless network. Such data may include access control data (keys, passwords, identification data) or data required for fare calculations (rates, historical data on system use), for example.

The contactless element associated with the mobile device may combine financial payment functions and transit specific functions within one or more secure chips or other data storage medium. This enables the mobile device to function as both an electronic wallet for commerce transactions and as a transit system token, for access to and fare payment of transit services. In one embodiment, implementation of both functions is achieved by use of a dynamic memory management system that permits data for the financial payment, transit and other applications to be stored on the chip, with the transit data and storage locations being configurable using the wireless network.

Further, because the mobile device, alone or in conjunction with the network, may incorporate location determining technologies, data relevant to a particular transit system may be provided as a user moves between different locations, regions, or cities. In addition, operations required to configure the chip, either in terms of data storage (partitions, indexing, data management) or functional capabilities, may be accomplished via the network as a form of over-the-air provisioning. This eliminates the need for a user to visit a transit office or kiosk to activate the smart card's functionality, obtain the access control data or obtain other information needed prior to using a specific transit system.

In accordance with embodiments of the present invention, a system and method for facilitating the payment and collection of transit system fares using a mobile device utilizes a smart sign including at least one near field communication (NFC) device that communicates with a contactless element embedded within a mobile wireless device. The smart sign is a passive device that provides location data to the mobile device via the NFC device.

For example, the smart sign may include multiple NFC devices. Each NFC device is associated with a different transit location depicted on the smart sign. The mobile device is positioned proximate at least two different transit locations on the smart sign such that the corresponding NFC devices are activated. A user may access fare and/or schedule information associated with transit between the two transit locations. The user may also purchase a fare for transit between the two transit locations. If the user's account includes sufficient funds or credit to pay the fare, the mobile device is enabled to access the transit system using the contactless element.

In another example, a smart sign is located in a transit system at different points of entry and exit for establishing proof of payment. The smart sign includes one NFC device that provides location information to a user's mobile device when the device is positioned proximate the NFC device. The location information may identify a transit system entry point. The mobile device sends the location information to a transit server via a wireless network. The transit server stores the location information such that the user's point of entry into the transit system is available for calculating the fare price. The user is then transported to a different location by the transit system. When the user reaches a desired destination, the mobile phone is positioned proximate a smart sign at a point of exit. The NFC device in the smart sign provides location information associated with the point of exit to the mobile device. The mobile device then forwards this location information to the transit server using the wireless network such that the transit server may calculate the fare required for transport between the two locations.

In another example, a smart sign located at an entry point of a transit system allows a user to purchase a transit fare in advance. The user positions the mobile device proximate the NFC device on the smart sign. The NFC device provides the mobile phone with a credential that indicates that the user paid the fare. Alternatively, the smart sign forwards the credential to a transit server. The user enters the transit system. The credential provides proof that the transit fare has been purchased in advance. For example, the user may present the mobile device to a train conductor such that the train conductor can determine that the fare has been paid by observing the credential on the display of the mobile phone. In another example, the train conductor accesses the credential from the user's mobile phone using a scanning device. The train conductor may also verify the credential by accessing the transit server to determine that the transit fare has actually been paid.

In one embodiment, a method provides a mobile device with transit data. The method includes receiving a first activation signal from the mobile device at a first near field communication (NFC) device. The first NFC device is associated with a first transit location. A second activation signal is received from the mobile device at a second NFC device. The second NFC device is associated with a second transit location. The mobile device is provided with transit data associated with transport between the first transit location and the second transit location.

In another embodiment, a system provides a mobile device with transit data. The mobile device is capable of communication and data exchange with NFC devices. The system includes a first NFC device associated with a first transit location, a second NFC device associated with a second transit location, a processor and a communication module coupled to the processor. The processor is configured to execute a process to generate transit data associated with the first transit location and the second transit location in response to activation of the first NFC device and the second NFC device. The communication module is configured to provide the mobile device with access to the transit data.

Other objects and advantages of embodiments of the present invention will be apparent to one of ordinary skill in the art upon review of the detailed description of the embodiments of the present invention and the included figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a functional block diagram of a first embodiment of a system for enabling a contactless element contained within a mobile device to be used in the fare payment and collection environment, in accordance with embodiments of the present invention;

FIG. 2 is a functional block diagram illustrating the primary functional elements of a payment system that utilizes a standard portable consumer device;

FIG. 3 is a functional block diagram illustrating a mobile device interacting with a smart sign to access transit information and purchase a transit fare, in accordance with embodiments of the present invention; and

FIG. 4 is a flow diagram illustrating a method for accessing transit information and purchasing a transit fare using a smart sign, in accordance with embodiments of the present invention.

FIG. 5 is a functional diagram illustrating a mobile device interacting with smart signs at different locations in a transit system to purchase a transit fare, in accordance with embodiments of the present invention.

FIG. 6 is a flow diagram illustrating a method for purchasing a transit fare using a smart sign, in accordance with embodiments of the present invention.

FIG. 7 is a functional diagram illustrating a mobile device interacting with a smart sign in a transit system to purchase a transit fare, in accordance with embodiments of the present invention.

FIG. 8 is a flow diagram illustrating a method for purchasing a transit fare using a smart sign, in accordance with embodiments of the present invention.

DETAILED DESCRIPTION

Embodiments of the present invention are directed to a system and method for efficiently enabling the use of a contactless element in an environment such as a transit fare payment and collection environment. Embodiments of the invention can be used to both access a system such as a transit system and to pay for goods or services at merchant locations. In the description below, a “transit system” is described in detail. However, it is understood that other types of systems can be used in embodiments of the invention. For example, a wireless phone according to an embodiment of the invention may be used as an access token to access an amusement park, theater, concert hall, school, or other venue, while also being used as a payment token to provide payment for ordinary commercial transactions or money transfers.

Embodiments of the invention use a contactless element (which may include a contactless chip and wireless data transfer element, such as an antenna) embedded within a wireless mobile device to enable a user to access multiple transit systems without the need to physically visit a transit office or kiosk to obtain access control and/or fare calculation data. Instead, such data, and any other data relevant to using the transit system is provided via the wireless communications network. Further, because the wireless mobile device may have other data access capabilities (such as Internet browsing or short-message-service (SMS)), information regarding transit routes, schedules or promotions may also be made available to a user.

The contactless element embedded within the mobile device may combine the capabilities for retail point of sale payment and transit system access and use. This permits the mobile device to function as a financial payment mechanism or token (such as a credit/debit card) and as a transit system (or other venue) access token. In such an embodiment, the chip that forms at least part of the contactless element may utilize a dynamic memory storage element. In such a storage element, the memory in the chip may be partitioned to include a section for storage of payment related functions, and a section partitioned for transit applications. The transit application may be resident on the mobile device or sent to the mobile device over the wireless network. The transit application may have preloaded data for one of or more transit agencies and have the ability to accept data for other agencies delivered via the wireless network. The transit application section may be configurable using the wireless network to permit provisioning of access control data, fare calculation data, or other relevant data used in one or more transit systems. In this way, the data storage section of the chip, though limited, may be used in multiple transit system environments through updating or overwriting the data as required for the particular transit agency, region, city, or geographical area.

The contactless element can communicate with a transit system fare collection mechanism using a short range communication method, such as a near field communications (NFC) capability. Examples of such NFC technologies include ISO standard 14443, RFID, Bluetooth™ and Infra-red communications methods. Thus, the mobile device may be provisioned with transit system data over-the-air in accordance with the requirements of the transit system of interest, with the transit system specific data being stored in a dedicated storage region of the chip. Further, the transit application data storage region may be of a dynamic nature, permitting transit system data to be written and erased as needed to make the most efficient use of the storage medium. Although volatile data storage chips (EEPROMs) are used in one embodiment of the invention, other data storage media may be used in other embodiments of the invention.

Both transit and payment applications have adopted the ISO 14443 standard for contactless smart cards. Because of the use of a common standard, there has developed a desire to utilize a bank-issued contactless payment card as both a commerce payment mechanism at a point of sale and as a transit fare payment mechanism. This would provide for two distinct uses of a single contactless smart card (i.e. transit fare collection and retail point of sale). Embodiments of the present invention are directed to, among other things, overcoming certain disadvantages of using a standard contactless payment card and system in a transit environment.

A first approach to satisfying the desire to combine both functions into a single contactless smart card may be to utilize a contactless payment card in its present form as issued within the transit environment. As presently implemented, a contactless payment application as used in commerce is an on-line transaction requiring end-to-end authentication and issuer (e.g., bank) approval/decline of the transaction. However, because of transaction speed considerations, transit fare payment and collection requires an off-line transaction at the transit system gate or farebox (of the form described for a smart card terminal/reader). This is because, from the user's point of view, there is insufficient time in the transit environment to wait for on-line issuer approval/disapproval of the fare transaction. Ideally, card validation should be processed at the smart card terminal/reader contained in the transit gate or farebox.

In addition to the transaction speed issue, there are security and other risks associated with the use of a contactless payment application card designed for on-line authorization in an off-line transaction. These sources of risk include, but are not limited to:

-   -   Authentication: the lack of card/terminal authentication creates         a high potential for fraud through counterfeiting techniques;     -   Fraud: transit transactions are not authorized on-line in real         time as designed. With such off-line transactions, the negative         list (i.e., a list of rejected cards based on the unique card         number) is the primary mechanism to deter fraud. This is         sub-optimal since the negative list would presumably grow         unbounded as more contactless payment cards are issued and/or         wherein the use of counterfeit cards changes the unique card         number on each use;     -   Fare Cost Calculation: the transit fare cannot be calculated at         the gate or farebox without historical use information for the         card. The cost of a transit transaction is dependent upon         previous transaction history for the card. This historical data         is not available, and cannot be written or resident on the         contactless payment card as defined by financial institution         standards;     -   Data Security/Storage: protection of cardholder data in transit         fare collection systems may prove difficult. Tracking data in         the form of the PAN (primary account number for the financial         institution payment card) is the only security data currently         available on a contactless payment card. As a result, transit         fare collection systems would have to collect and store this         data securely, which is not something transit fare collection         systems do presently. If implemented, this requirement presents         added cost and security concerns; and     -   Certification: arranging for issuer (e.g., the banking         organization) approval of the card reader mechanism in a transit         environment may prove difficult to implement. Currently,         contactless payment readers must be approved by financial         payment organizations. This is not something transit system         providers are required to do at present, and if implemented,         adds an additional layer of cost and administrative overhead.

To overcome some of the above-mentioned problems which arise from the off-line use of a contactless banking card as defined by financial institution standards to date, use of additional capability of the contactless smart card or chip with data storage capability may be possible. However, using a defined file structure and encryption keys that are specific to one agency or group of cooperating agencies in a transit fare payment and collection environment raises other issues specific to that environment. Specifically, a transit patron is likely to utilize a multitude of transit systems based in different locations, so that a single transit agency may not be responsible for coordinating access and fare calculation data for all of the systems. This means that the contactless smart card may require provisioning with multiple sets of access control and fare calculation data. As the storage space on the card is limited and because transit agencies and systems change over time (as well as the data they require for access and fare calculations), the transit data stored on the card may need to be updated or changed on a regular basis, including deleting stale data or data not relevant to the transit system(s) currently being used. In the case of a standard payment type card, this typically requires that a user visit a representative of the transit agency or card issuer and have the current data programmed into the card for use at that agency or regional location. Such a requirement can rapidly become undesirable as transit patrons seek access to multiple and disparate transit systems around the country, and as new agencies introduce fare processing systems over time.

In this regard, note that at present a transit system user, once they receive their dual payment-transit access card and activate it for payment, would be required to physically go to a designated transit system location in order to store transit-specific data for use in that system. As noted, the transit-specific data may include encryption keys, transit fare products, and other data specific to that particular agency or system. The need to physically go to a transit system location to perform this act would be required at initial issuance of the card as well as any card re-issuance. For transit systems with a significant number of riders (e.g., millions of patrons), the need for such an in-person process may rapidly become undesirable for both the patrons and the transit agency.

FIG. 1 is a functional block diagram of a first embodiment of a system 100 for enabling a contactless element contained within a mobile device to be used in the fare payment and collection environment, in accordance with embodiments of the present invention. As shown in FIG. 1, system 100 includes a mobile device 102 having wireless communications capabilities. Mobile device 102 may be a wireless mobile telephone, PDA, laptop computer, pager, etc. In a typical embodiment, mobile device 102 is a cell phone, although as noted, implementation of embodiments of the present invention is not so limited. In the case of a cell phone as the mobile device 102, the device includes mobile device (cell phone) circuitry 104 that enables certain of the telephony functions. Mobile device circuitry 104 is capable of communicating wirelessly with cellular system (i.e., a wireless carrier) 120 via cellular network 122.

Mobile device 102 further includes a contactless element 106, typically implemented in the form of a semiconductor chip 106(a) (or other data storage element) with an associated wireless data transfer (e.g., data transmission) element 106(b), such as an antenna. Contactless element 106 is associated with (e.g., embedded within) mobile device 102 and data or control instructions transmitted via cellular network 122 may be applied to contactless element 106 by means of contactless element interface 108. Contactless element interface 108 functions to permit the exchange of data and/or control instructions between the mobile device circuitry 104 (and hence the cellular network) and contactless element 106. Mobile device 102 may also include a secure data space 110, which may be used by the device to store operating parameters and/or other data utilized in operation of the device. The secure data space 110 may be in the form of a chip that is separate and apart from the chip in the contactless element 106, or alternatively, could be a section of memory in the chip that forms part of the contactless element 106. Note that the chip in the contactless element 106 may include data storage capability in the form of a memory that may be accessed via interface 108 to permit the implementation of read, write, and erase functions, for example. In one embodiment, the secure data space 110 and/or contactless element 106 contained within the mobile device 102 are removable elements instead of being integrated within the mobile device 102. Examples of such removable elements include SIM cards, flash memory cards, and other suitable devices.

Contactless element 106 is capable of transferring and receiving data using a near field communications capability 112 (or near field communications medium) typically in accordance with a standardized protocol or data transfer mechanism (identified as ISO 14443/NFC in the figure). Near field communications capability 112 is a short-range communications capability, such as RFID, Bluetooth™, infra-red, or other data transfer capability that can be used to exchange data between the mobile device 102 and a local transit data apparatus 130 (identified as Transit Data System (smart sign, gate, farebox, etc.) in the figure). Thus, mobile device 102 is capable of communicating and transferring data and/or control instructions via both cellular network 122 and near field communications capability 112.

System 100 for enabling a contactless element contained within a mobile device to be used in the fare payment and collection environment further includes transit agency computer/server system 140, which communicates with cellular system 120 and transit data system 130. Transit agency system 140 may communicate with cellular system 120 via the Internet, a telephony system (landline or wireless) or a dedicated communications system. Transit agency system 140 may communicate with transit data system 130 via one or more of the same types of private or public communications systems. Note that the transit agency system 140 may be a computer, clearinghouse, or other system supporting a single or multiple cooperating transit agencies in a region.

Transit agency system 140 may also be capable of communicating with the entity (termed “Issuing Organization/Third Party Proxy” in the figure) 150 that is responsible for performing certain of the transaction data processing functions for system 100. Issuing organization 150 may represent a bank or other financial organization that issues the payment/transit data used in the mobile device (or the device itself), and/or acts as a clearing house for processing certain data associated with the payment and transit transactions (e.g., account reconciliation, billing, etc.). Issuing organization 150 provides access to a user account 155 that is associated with a user of the mobile device 102. Note that it is also possible for the operator of the cellular network (i.e., cellular system 120 in the figure) to be in communication with issuing organization 150 (shown as a dotted line in the figure) in order to provide data that may be used by issuing organization 150 in the processing of transit transactions. Further, note that issuing organization 150 may be a third party proxy that acts as an intermediary in the transit system data provisioning and/or transaction billing processes.

As described, inventive system 100 provides an efficient means of using a contactless element in a transit or other environment. By integrating the contactless element with the mobile device's telephony communications capabilities, the cellular network may be used as the data transfer channel between a transit agency's computing system and the transit system user's mobile device. This facilitates the provision of access control data, encryption keys, fare calculation data, and other data relevant to a specific transit system. As noted, some of the data and/or processing services may be provided to the end user from another source, such as the issuing organization or a trusted third party, or via the transit agency after being provided by the issuing organization or trusted third party. Such data may include authentication and access control data (encryption keys, passwords, etc.), for example. In this situation a trusted third party may serve as a proxy for the transit agency or issuing organization, and perform certain of the data processing, file maintenance, account billing, or key generation and distribution functions required for operation of the system.

As indicated, the short range communications capability is utilized to transfer data between the mobile device and the transit system's fare collection mechanism (e.g., smart sign, gate, terminal, farebox, etc.). This communications channel is used to transfer information needed by the transit system to enable a user to have access to a transit device of the system at that site, and provide some or all of the fare calculation data required by the system. As will be described, the inventive system provides both an efficient method of utilizing the contactless element, and in addition, provides other benefits and advantages in the transit fare payment and collection environment.

An example of the typical manner in which a transit system user would utilize the inventive system will now be described. In order to access a transit system using a form of payment other than cash, a user will typically require some form of identification and/or authentication to permit them to be recognized by the system as a valid user who is entitled to utilize the system's resources. This identification or authentication data may be in the form of a password, personal identification number or code (e.g., a primary account number (PAN)), and/or an element of an encryption process (such as a “key” used to calculate an authentication code that must be exchanged with another system element that validates the code). In addition, the transit system will preferably have access to information regarding the user's account 155, i.e., the amount of funds available so as to ensure that the calculated fare can be covered by the account balance.

In order to ensure a desired level of security, different transit systems may have different authentication requirements. In addition, most transit modes (e.g., bus, train, ferry) will have different transit fares and fare computation requirements. As users move between different locations (cities, counties, states, etc.), they may encounter a large number and wide variety of transit system options. In order to utilize a contactless smart element for payment of transit fees, the user preferably has available to him the data required to access and utilize those transit systems.

These and other obstacles may be overcome by embodiments of the present invention in which data required for access to and utilization of a specific transit system may be provided to a user via the cellular network 122. A processor (e.g., a microprocessor or computational apparatus) associated with the transit agency system 140 may be used to generate and/or control the distribution of access control data, fare computation/collection data, and other data relevant to the operation of a transit system. This data is communicated to an element (e.g., a computer, a transmission tower, a network node, a wireless carrier, etc.) of the cellular system 120 via the Internet or another suitable communications channel. This enables the transit agency to provide a cellular network operator with information to permit a customer of the operator to access and utilize the transit system. Note that in addition to the transit agency, the contactless element issuer and/or transaction data processing agency may also provide data to be stored on the chip in the contactless element, either directly to the cellular operator, via the transit agency, or via a trusted third party organization.

The access control data, fare computation/collection data, and other data relevant to the operation of the transit system is transferred to the mobile device via the cellular network. The data is received by the mobile device and passed through the contactless element interface and stored in the appropriate section of the chip or other form of data storage that forms part of the contactless element. Note that the “data” may also be control instructions that cause the execution of some operation related to the contactless element, such as data storage, data removal, configuration of the data storage element (partitioning of memory), etc.

Transit agency system 140 may also provide, or generate, certain information regarding the user's account 155 or authentication data to transit data system 130 which may be a fare collection terminal or a smart sign. This data may be used as part of the authentication (access control) process and/or fare computation/collection process. For example, the transit agency or transit system operator may provide a list of cards prohibited from use in the transit system (through a negative list), and/or a portion of the data required for a mutual authentication process (such as a part of a “key” or one of two keys required in the authentication process). Further, if a third party is involved in the provisioning of the transit system data or in the account management functions (such as debiting the user account 155 for the transit transaction), this data can be provided to the transit agency system 140 or cellular network operator for eventual transmission to the user's mobile device.

As a result, when a user in possession of the mobile device 102 passes within communications distance of a terminal associated with transit data system 130, the contactless element within the device can communicate with the fare collection system or the smart sign via the near field communications capability; in this way, the mobile device 102 can be used to identify the user, exchange authentication data (e.g., encryption keys or other forms of authentication/identification), provide data required for a fare computation, or provide other account related data to the collection system. Further, this data may be provided to the transit agency and/or transaction processing entity if needed for account management or other functions.

As mentioned, one means of performing an authentication process involves the exchange of “keys” to enable mutual authentication between two parties. In this case, the chip embedded in the mobile device would be provisioned with key data that could be used to identify the user (and possibly be linked to the user's account data for transaction processing purposes) and permit access to the transit system. Further, with different keys applicable to different transit systems, and possibly to the same system at different times, the cellular network may be used to provide the required key data as needed by the user.

In addition, note that provision of the required access and/or fare computation data could be triggered by any of several factors: (1) location determining technologies that notify a user of the availability of transit system related data based on geographic proximity to a transit system and initiate the provisioning process automatically or upon user request; (2) detection of user proximity to transit fare collection infrastructure via the near field communications capability; or (3) previously provided trip planning data that is used to trigger the provisioning process based on date/time.

For example, a mobile device equipped with a location determining technology such as GPS (global satellite positioning system) could be used to determine when a user is within a specified distance of a transit terminal, city, region, etc., and this determination could be used by the relevant transit agencies in that region to provide the user with the transit agency data they may require. Providing the data could be done automatically (where data is “pushed” to the mobile device upon determining the location and the relevant transit agencies), or via receiving a request from the user after presenting the user with a message or screen display that permits access to the relevant data. Further, the transit options provided to the user can be filtered based on user preferences, previous user behavior, user characteristics, cost, availability within a certain time frame, or other relevant parameters.

In addition to, or instead of using GPS for location determination, the cellular network infrastructure may be used to determine the location of the mobile device. This method can be used to localize the position of the mobile device to within a cell or section of the network coverage. This may be sufficient to trigger the provision (or offer to provision) transit agency access and fare computation data for the transit modes within the vicinity of the determined location.

Similarly, the transit system data may be provided to the user upon the user being detected by a transit terminal as a result of the contactless element communicating with the terminal using the near field communications capability of the contactless element. In this case, the transit terminal could be configured to detect the contactless element, and provide a message (either directly from the terminal or as a result of a message sent via the cellular network) to the user offering to provision the contactless element with the required transit data.

Further, another method of providing the required transit system data is one based on trip planning data, such as that contained within a calendar program. In this case data concerning the user's expected location is used to trigger the provisioning of the transit system data. For example, on the day a user is expected to be in a particular region or city, the relevant data for the transit systems in that region or city could be provided to the user's mobile device over the cellular network.

As noted, the cellular network may also be used to provide the mobile device with fare computation data such as fare schedules, transit fare account balance, promotional information, and other related transit system information. This data may be stored within the contactless element data storage area and exchanged with the transit fare collection system element (smart sign, terminal, farebox, etc.) to determine the appropriate fare based on start-point, end-point, time of day, applicable fare structure, etc. The ability to provision the contactless element via the cellular system is particularly advantageous in situations where fare schedules change or rates for use of two separate transit systems are linked (so that a user of one system can obtain a discount on a second system).

As discussed, the inventive system and method may be utilized with a contactless element that is capable of being used for both transaction payment and transit functions. In such a case, the issuer (or another entity) may function as an intermediary or trusted third party for the transit agencies and co-ordinate the provisioning of the contactless element with the transit data. In addition, the contactless element data storage may be configured to broadly contain two regions: a first region dedicated to data for use in a payment transaction (e.g., account data, PIN data, communication protocol data for use in the point of sale environment); and a second region dedicated to the transit application. The second region would preferably be partitioned and managed to be isolated from the first region so that an application accessing one region would be excluded from accessing the other region. This would function to prevent a transit application from accessing private account data such as the PIN, and hence help to ensure the security of such data.

In one embodiment, the transit specific region would be partitioned to accommodate data for multiple transit systems. Allocation of the partitions and associated memory space may be facilitated by a bit-map identifying unused memory space that could be read by a transit system wishing to store data in the data storage element in the mobile device. The bit-map or other form of index could be determined at the time of issuance, or updated to reflect present space allocation (taking into account additions and deletions of data). The transit specific region of the memory may also be a free-form memory, wherein a dynamic file management protocol is utilized. In this approach, a flexible file structure and memory allocation is used to permit multiple transit systems to access and store data as needed. An example of such a dynamic file management system that is suitable for embodiments of the present invention is one termed the Global Platform Storage Technology, developed by Visa, the assignee of the present application. A description of such a data storage system is found in U.S. patent application Ser. No. 10/656,858, filed Sep. 5, 2003, entitled “Method and System for Facilitating Data Access and Management On A Secure Token”, the contents of which is hereby incorporated by reference in its entirety.

Prior to further discussing the use of a mobile device that is capable of combined payment and transit functions, and the possible scenario of an issuer acting as an intermediary or trusted third party, a brief description of the standard electronic payment operation will be presented. Typically, an electronic payment transaction is authorized if the consumer conducting the transaction is properly authenticated and has sufficient funds or credit to conduct the transaction. Conversely, if there are insufficient funds or credit in the consumer's account, or if the consumer's portable consumer device is on a negative list (e.g., it is indicated as possibly stolen), then an electronic payment transaction may not be authorized. In the following description, an “acquirer” is typically a business entity (e.g., a commercial bank) that has a business relationship with a particular merchant. An “issuer” is typically a business entity (e.g., a bank) which issues a portable consumer device such as a credit or debit card to a consumer. Some entities may perform both issuer and acquirer functions.

In standard operation, an authorization request message is created during or after a consumer purchase of a good or service at a point of sale (POS) using a portable consumer device (such as a credit or debit card). In this case, the portable consumer device may be a wireless phone. The authorization request message can be sent from the POS terminal located at a merchant to the merchant's acquirer, to a payment processing system, and then to an issuer. An “authorization request message” can include a request for authorization to conduct an electronic payment transaction. It may include one or more of an account holder's payment account number, currency code, sale amount, merchant transaction stamp, acceptor city, acceptor state/country, etc. An authorization request message may be protected using a secure encryption method (e.g., 128-bit SSL or equivalent) in order to prevent data from being compromised.

FIG. 2 shows a payment system 200 that can be used with a standard payment card as part of a purchase and account management operation. The previously described mobile device can be used with the system 200 as well as the previously described transit system. The system 200 includes merchant locations 210(a), 210(b) and acquirers 220(a), 220(b) associated with those merchant locations. The different merchant locations 210(a), 210(b) may be affiliated with a single merchant. A consumer 230 may purchase goods or services at the merchant locations 210(a), 210(b) using a portable consumer transaction payment device 240. The acquirers 220(a), 220(b) can communicate with an issuer 250 via a payment processing system 260.

The portable consumer device 240 may be in many suitable forms. For example, the portable consumer device can be a mobile device that incorporates a contactless element such as a chip for storing payment data (e.g., a BIN number, account number, etc.) and a wireless data transfer (e.g., transmission) element such as an antenna, a light emitting diode, a laser, etc.). In such a case, the mobile device may incorporate both payment and transit functions. The portable consumer device may also include a keychain device (such as the Speedpass™ commercially available from Exxon-Mobil Corp.), etc. The device containing the chip or other data storage element may be a cellular phone, personal digital assistant (PDAs), pager, transponder, or the like. The portable consumer device may also incorporate the ability to perform debit functions (e.g., a debit card), credit functions (e.g., a credit card), or stored value functions (e.g., a stored value card).

The payment processing system 260 may include data processing subsystems, networks, and other means of implementing operations used to support and deliver authorization services, exception file services, and clearing and settlement services for payment transactions. An exemplary payment processing system may include VisaNet™. Payment processing systems such as VisaNet™ are able to process credit card transactions, debit card transactions, and other types of commercial transactions. VisaNet™, in particular, includes a VIP system (Visa Integrated Payments system) which processes authorization requests and a Base II system which performs clearing and settlement services.

The payment processing system 260 may include a server computer. A server computer is typically a powerful computer or cluster of computers. For example, the server computer can be a large mainframe, a minicomputer cluster, or a group of servers functioning as a unit. In one example, the server computer may be a database server coupled to a web server. The payment processing system 260 may use any suitable wired or wireless network, including the Internet.

The merchant locations 210(a), 210(b) typically have point of sale (POS) terminals (not shown) that can interact with the portable consumer devices 240. Any suitable point of sale terminal may be used, including device readers on a smart sign. The device readers may include any suitable contact or contactless mode of operation. For example, exemplary card readers can include RF (radio frequency) antennas, magnetic stripe readers, etc., to interact with the portable consumer devices 240.

As noted, a desirable element of the standard electronic payment transaction system is the entity responsible for the account management functions involved in the transaction. Such an entity may be responsible for ensuring that a user is authorized to conduct the transaction (via an authentication process), confirm the identity of a party to a transaction (via receipt of a personal identification number), confirm a sufficient balance or credit line to permit a purchase, and reconcile the amount of purchase with the user's account (via entering a record of the transaction amount, date, etc.). In the context of embodiments of the present invention, such an entity may perform certain transit related services in addition to the standard transaction services.

For example, the payment transaction processing entity may be responsible for communicating with one or more transit agency computer systems to provide authentication data (by generating and/or distributing keys) for control of access to transit systems, process data obtained from a transit user's mobile device to associate transit system user identification data with an account used to pay for the transit expenses, generate billing records for transit activities, etc. Further, such an entity may also communicate with the operator of a cellular network to provide such data as needed to the operator for eventual provision to the end user's device. Note that a trusted third party may also perform some or all of these functions, and in that manner act as a clearinghouse for access control data and/or transit activity data processing.

As described, embodiments of the present invention provide a system and method for enabling the use of a mobile device including a contactless element in a transit fare payment and collection environment. Further, the mobile device may be used for both transaction payment and transit services. Embodiments of the present invention provide a solution to transit environment specific problems, such as transaction time constraints and the need to provision the data storage element in the contactless element with data for multiple transit systems, while facilitating the dual use nature of a typical smart card with dual transit and payment functions. In addition, the use of the cellular network to provision data in the contactless element in the mobile device provides a solution to certain problems that arise in both the payment and transit use cases.

For example, using the cellular network to provision the contactless element eliminates the need for a user to physically visit a transit system location to obtain the data required for access to the system. This benefit is available for the transit specific operations that correspond to both the initial issue of the data for the mobile device and for any re-issuance of the data for the mobile device that is needed because of fraud, etc. Thus, the registration, provisioning and re-provisioning of access control and other data on the chip in the contactless element can be performed without the need for a user to visit a specified location.

Further, as mentioned, data storage space in the chip in the contactless element may be limited, and insufficient to store the data required to provide access to and use of multiple transit systems. One possible solution would be to allocate memory space on the chip in advance to each transit agency that desires to participate. However, as more transit agencies desire to participate, the chip is likely to run out of data storage space. In this situation, the limited memory space on the chip may prevent the chip from being used with transit systems to which the user desires access. Further, in the situation where low cost static memory is used on the chip, once initialized, the chip storage space cannot be modified to add new transit system or agency file partitions.

These and other problems are overcome by embodiments of the present invention that utilize a combination of over the air provisioning and a dynamic memory space to provide a user with the data they need to access and utilize the transit systems of choice. The dynamic memory space may be managed to store needed data and remove data that is not presently needed by the user. The over the air provisioning capability provided by the cellular network and/or near field communications channel may be used to erase stale data, re-configure the memory space (e.g., introduce new memory partitions), write identification, access control and/or fare computation data, provide encryption keys, and facilitate other data processing and management operations as required.

As discussed, the inventive system and method may be utilized with a chip that is capable of being used for both transaction payment and transit applications. In such a case, the data storage element may be configured to broadly contain at least two distinct data storage regions: a first region dedicated to data for use in a payment transaction (e.g., account data, PIN data, primary account number or PAN data, expiration date, communication protocol data for use in the point of sale environment, etc.); and a second region dedicated to the transit application (e.g., transit system identification, stored value amounts for specific transit systems, loyalty data, etc.). The second region may be partitioned and managed to be isolated from the first region so that an application accessing one region would be excluded from accessing the other region.

As noted, the transit specific region of the memory may be a free-form memory, wherein a dynamic file management protocol is utilized. In this approach, a flexible file structure and memory allocation is used to permit multiple transit systems to access and store data as needed. Data and memory management instructions provided via the cellular network and/or near field communications channel can be used to control data operations (read, write, erase, etc.), allocate or re-allocate memory areas, and otherwise implement whatever memory management functionality is required. This dynamic memory management capability provides a solution to the problem of limited memory capacity on a chip and to the need to provision the user's device with data for multiple transit systems as required by the user's needs.

Note that the secure data space incorporated in the mobile device may be of many types, depending upon the device type and model. Examples include permanent memory contained with the other circuitry of the device, or removable memory modules intended for data storage (e.g., SIM or SAM chips). The secure data space is accessible via components of the device (e.g., the contactless element interface and mobile device circuitry) to provide the ability to add, delete, or modify the contents as required to process transactions in a particular transit fare collection system.

As noted, the secure data space and/or data storage space in the chip in the contactless element is generally limited on a mobile device such as a cell phone. This is one of the motivations for the use of a dynamic data and memory management approach in embodiments of the present invention. The data and security access keys stored within the memories can be updated based on proximity to or location within a particular city, or proximity to a terminal of a specific transit agency (i.e., detection by a transit terminal followed by provisioning, or location determined to be within some distance of a terminal followed by provisioning). Instead of transit data being permanently written to memory upon issuance, the mobile device's data storage space can be updated and overwritten as required as the device owner moves between locations and applicable transit systems.

Further, providing a dynamic memory that can be updated in real-time via the cellular network provides a way to implement several beneficial aspects of the system (as noted previously and below):

-   -   (1) A transit user will not need to physically go into an         attended transit location or to an unattended machine or kiosk         in order to store transit system specific data for use in a         desired transit system. Data such as encryption keys, transit         fare products, and other data specific to a particular transit         agency or system may be loaded into the mobile device's secure         memory remotely, over the cellular network. This will eliminate         the need for a transit user to physically visit a transit         location either initially, or upon re-issuance of the         credentials. Establishing an account relationship with the         transit agency may be accomplished by way of mail, internet,         phone or other more convenient processes, with the appropriate         transit fare data being loaded to the user's phone over the         cellular network;     -   (2) The file space allocated to each participating transit         agency or system can be dynamically managed. As more transit         agencies desire to participate, the device memory can be used         and overwritten as the user moves from location to location,         city to city, and agency to agency. The transit products owned         by the user for a specific agency will be held in the device (at         least temporarily) and in the agency central computer/server         system. When the user travels to a new location, the fare         products and data for the relevant transit agencies can         overwrite unneeded data for other agencies outside the area.         When needed again, the overwritten data can be re-written to the         device, as initiated by the agency computer/server system for         the new location;     -   (3) The allocation of secure file space does not have to be done         in advance, as with that of card personalization by a bank. As         new transit agencies sign up to participate, their file         structure, data, and encryption keys can be dynamically loaded         to the card/device as needed. This eliminates the need for         mobile device or data re-issuance to allow new agencies to         participate;     -   (4) Embodiments of the present invention provide the opportunity         for a trusted third party to act as the central computer/server         system for multiple transit agencies and systems. This provides         the opportunity for multiple agencies and card issuers to work         together in a many-to-many relationship for coordination and         association of transit fare products and cardholder payment         data. This may minimize or eliminate the need for each of the         agencies to maintain their own computer/server systems in favor         of one party performing transit file management on behalf of         many;     -   (5) Bank issued payment cards typically have an expiration date,         and must be re-issued every three to four years. In the case of         a card being re-issued, the cardholder would be required to go         through a process of registering their new card with each         transit agency prior to use of the new card. With the mobile         device provisioning solution described herein, this is not         necessary. The device will not expire, and the appropriate         transit fare products and data can be loaded to the device for         use in transit at any time. If the device is lost or exchanged,         the new device may be provisioned over the network in a similar         manner;     -   (6) The ability of the mobile device to accept commands from the         central/server systems also allows a pro-active key management         approach to maintain security. If a key is compromised or if the         agency desires key exchange on a regular basis, it is possible         that file access keys can be changed through the cellular         network;     -   (7) It is typical for a transit fare account to become invalid         from time to time for any of several possible reasons. By using         a mobile device in the manner described, it is possible to load         data to the device to block its use in a transit application.         For example, the payment account that is linked to a transit         fare account may be unpaid or become invalid, in which case it         may be desirable to block access to transit system usage.         Similarly, if the transit account has no value or products, it         may be desirable to block operation of the device as a transit         fare payment tool, and unblocked it once the payment account is         valid again. It is also possible to lock transit use permanently         as in the case of a lost or stolen device;     -   (8) Because a cell phone (as well as other types of mobile         devices) has a display, keypad, and scrolling capability, it is         possible for transit system users to access their transit         accounts. This may provide the ability to remotely monitor         transit fare value or product status, review transit rider         history, purchase new transit products, obtain passes, etc.;     -   (9) With the display and keypad functionality of a mobile device         (coupled with Internet connectivity), it is possible for a         transit system user to gain access to transit system route and         scheduling information prior to or during their use of the         transit system. The user may be able to determine that a bus is         running late, that another route is more efficient, or that         service is/is not available for their particular destination.         This information may be obtained by one of several mechanisms:         -   a. Use of the phone's messaging capability (e.g., SMS) to             query the agency computer/server systems for route,             schedule, and on-time performance of specific buses, trains,             etc.; or         -   b. Use of the phone's NFC capability to query smart signs,             on-board terminals, or other in-field information sources             that can provide route and service information. This aspect             of the invention is described in detail with reference to             FIGS. 3-8.

Further, the inventive system also enables potential new business models. For instance, it is possible that special offers covering transit fares and/or other venues could be made available. As an example, a transit system user might see a smart sign for a baseball game. The user would present the device to the smart sign and immediately load a ticket for the game plus a discounted transit pass for the train to and from the game. These products could be loaded to the phone and payment for these products could be charged to the associated payment account.

In addition, there is the potential for location based services to be offered to customers. When a mobile device is used for transit at a bus or rail station, the device can determine its location and offer products and services based on that location. An example is the use of the device to pay for a fare exiting at a rail station and soon after, a coupon for a local coffee shop could be presented on the mobile device.

FIG. 3 is a functional diagram illustrating a mobile device interacting with a smart sign to access transit information and purchase a transit fare, in accordance with embodiments of the present invention. In one embodiment, the smart sign 130 displays different locations on a particular transit route. For example, the smart sign 130 may show different stations on a subway line map.

As described above, the contactless element of the mobile device 102 transfers data to and receives data from the smart sign 130 using a short range communication method, such as a near field communications (NFC) capability. Examples of such NFC technologies include ISO standard 14443, RFID, Bluetooth™, Infra-red or other data transfer capability that can be used to exchange data between the mobile device 102 and the smart sign 130. Thus, the mobile device 102 may be provisioned with transit system data over-the-air in accordance with the requirements of the transit system of interest. The contactless element associated with the mobile device 102 may combine financial payment functions and transit specific functions within one or more secure chips or other data storage medium. This enables the mobile device 102 to function as both an electronic wallet for commerce transactions and as a transit token, for access to and fare payment of transit services.

The smart sign 130 includes NFC devices positioned proximate each station location on the subway line map. As shown in the figure, each NFC device is indicated by a circle. In one embodiment, each NFC device is a radio-frequency identification (RFID) device 132. However, as would be appreciated by one skilled in the art, each NFC device could be any device that permits near field communication between the mobile device 102 and the smart sign 130.

RFID is an automatic identification method, relying on storing and remotely retrieving data using devices called RFID tags or transponders. An RFID tag is an object that can be applied to or incorporated into the smart sign 130 for the purpose of identification using radio waves. Most RFID tags contain an integrated circuit and an antenna. The integrated circuit stores and processes information, and modulates and demodulates a radio frequency signal. The integrated circuit may also be used for other specialized functions. The antenna for receives and transmits radio frequency signals.

When communication is established between the smart sign 130 and the mobile device 102 via the RFID device 132 (e.g., by positioning the mobile device 102 near an RFID device 132 associated with a particular station on the subway line map), the contactless element within the mobile device 102 exchanges data with the smart sign 130 via the near field communications capability. Thus, the mobile device 102 can be used to identify the user and exchange authentication data (e.g., encryption data or other forms of authentication/identification). For example, the transit system operator may provide a list of mobile devices prohibited from use in the transit system (through a negative list), and/or a portion of the data required for a mutual authentication process (such as a part of a “key” or one of two keys required in the authentication process). The mobile device 102 can be further used to provide data required for a fare computation, or provide other account related data to the collection system.

To access transit information and/or purchase a transit fare using the smart sign 130, the transit user positions the mobile device 102 proximate the RFID device 132 associated with a desired initial transit location (e.g., a departure station). For example, the transit user may wish to access information about or pay a fare for a trip beginning at the “University” station. The contactless element of the mobile device 102 is positioned near the RFID device 132 associated with the “University” station on the smart sign 130. The transit user then positions the mobile device 102 proximate the RFID device 132 associated with another transit location (e.g., a destination station). For example, the transit user may wish to access information about or pay a fare for a trip ending at the “Sports Arena” station.

After the transit user selects at least two transit locations from the smart sign 130, the user may be prompted on a user interface of the mobile device 102 about whether the user wants to purchase a transit fare or access transit information. If the transit user selects to access information associated with transit between the two transit locations, the user may be prompted to access a particular type of transit information (e.g., departure times, fare amount or trip duration). Depending on which type of information the transit user selects, additional processing is performed. For example, if the transit user selects access to departure times, the smart sign 130 provides the requested schedule information to the mobile device 102. Alternatively, the selected information may be provided to the mobile device 102 over the air from the transit agency system 140 via the cellular network 120. As one having ordinary skill in the art would appreciate, other types of transit information may be provided (e.g., schedule delay information, alternate route information, or suspended route service).

If the user selects to purchase a transit fare, the fare is calculated. The fare may be calculated by a computer coupled to the smart sign 130 at the transit location or at the back end (e.g., the transit agency system 140). The calculated fare may then be sent to the mobile device 102 over the air via the cellular network 120. A determination is made whether the user's account has sufficient funds or credit to complete purchase of the transit fare. If sufficient funds or credit are not available, the user may be denied access to the transit system. If sufficient funds or credit are available, payment for the fare is deducted from the user account 155 and the user's mobile device 102 is enabled to access the transit system. For example, the mobile device 102 may be enabled to allow the user to access a turnstile or unlock a gate at the entrance of a train platform via the contactless element of the mobile device 102. It would be understood by those skilled in the art that the user's mobile device may be enabled in other ways to access the transit system. For example, the mobile device 102 may be loaded with a credential that that indicates that the user paid the fare in advance. The credential loaded on the mobile phone 102 may be read or scanned by a transit system employee such as a train conductor such that the train conductor is informed that the transit user paid for the transit fare.

If the transit fare is the same regardless of the distance traveled, the mobile phone 102 need only be used once to access the transit system. In other words, a determination need not be made whether the transit user exited the train at the selected location. However, in the case where the transit fare varies based on the distance traveled, a determination of where the transit user exits the transit system may be required to ensure that the transit user paid the correct fare.

The transit user may be required to use the mobile phone 102 to exit the train station (e.g., access an exit turnstile, unlock an exit gate, etc.). If the transit user exits the transit system before arriving at the selected destination, the transit user may be allowed to exit the transit system even though the transit user paid for a longer trip. In one embodiment, the user's account is credited to compensate the user for the excess transit fare payment. However, the transit user would be prevented from exiting a station that requires a higher fare than the fare associated with the selected location. For example, if the user attempted to exit the transit system at the “North End” station, the user would be required to pay an additional fare because the user only paid for transit to the “Sports Arena” station. The user could pay the additional fare using the mobile phone and the smart sign.

FIG. 4 is a flow diagram illustrating a method for accessing transit information and purchasing a transit fare using a smart sign, in accordance with embodiments of the present invention. The smart sign may depict a transit map indicating different locations in the transit system. The smart sign includes NFC devices associated with the different locations. The NFC devices are passive devices that provide location data to a mobile device positioned near the NFC devices. Thus, a transit user can select schedule or fare information associated with transit between two different locations by activating the NFC devices associated with the two transit locations. Example NFC devices include devices that implement ISO standard 14443, RFID, Bluetooth™ and Infra-red communications methods.

An activation signal is received from a mobile device at an NFC device associated with a transit location (step 400). The signal may be received when the mobile device is positioned proximate the NFC device. The transit location may be a departure transit location from which the transit user intends to initiate use of the transit system. The smart sign may be located at the departure transit location or at any other location in the transit system. When the activation signal is received at the smart sign, the smart sign can identify the mobile device and exchange authentication data (e.g., encryption data or encryption variables) for ensuring that a user is authorized to use the transit system. For example, the transit system operator may provide a list of mobile devices prohibited from use in the transit system (through a negative list), and/or a portion of the data required for a mutual authentication process (such as a part of a “key” or one of two keys required in the authentication process).

An activation signal is received from the mobile device at a different NFC device associated with a different transit location (step 405). The transit location may be a destination transit location at which the transit user intends to terminate use of the transit system. In one embodiment, the user is prompted to confirm selection of the two transit locations. This prevents the user from inadvertently accessing information or purchasing a fare for undesired transit locations.

The user is prompted via a user interface on the mobile device to select the type of information associated with the two transit locations that the user desires (step 410). The type of information may include fare information or schedule information. As one having ordinary skill in the art would appreciate, other types of transit information may be selected. For example, a user may request information about a specific train (e.g., handicapped accessibility) or a specific station (e.g., restroom location). Other types of transit information may include alternate route information or suspended route service. The user may also select information about promotions or incentives provided by merchants near the departure or destination transit locations. For example, a user may receive a discounted transit fare if the user is attending a particular event near the “Sports Arena” station.

A determination is made whether the user has selected fare information (step 415). If the user selects fare information, processing continues to step 425. If the user does not select fare information (e.g., the user selects schedule information), processing continues to step 420.

Schedule information associated with transit between the two transit locations is provided to the mobile device (step 420). The user may be prompted to access a particular type of schedule information (e.g., departure times, fare amount, trip duration or delay information). Depending on which type of information the transit user selects, additional processing is performed. For example, if the transit user selects access to departure times, the smart sign provides the requested schedule information to the mobile device. Processing then proceeds to step 435.

A determination is made whether the user has selected to purchase the fare (step 425). If the user selects to purchase the fare, the fare is calculated and processing continues to step 440. If the user does not select to purchase the fare, processing continues to step 430.

Fare information is provided to the user's mobile device (step 430). The fare information may include the amount of the fare required for transport between the two transit locations. The fare information may also account for changes in fare price based on the time of day or the day of the week. Processing then proceeds to step 435 where a determination is made whether the user has selected to purchase the fare. If the user selects to purchase the fare, the fare is calculated and processing continues to step 440. If the user does not select to purchase the fare, processing terminates.

A determination is made whether the user's account associated with the mobile device has sufficient funds or credit available to complete purchase of the transit fare (step 440). If the user's account does not include sufficient funds or credit to pay the fare price, the user is denied access to the transit system and processing terminates. If the user's account has sufficient funds or credit available to pay for the fare price, processing continues to step 445 where the fare price is deducted from the user's account. In addition to deducting the fare, a billing record of the transaction amount, date, etc., may be provided to the user's account.

The mobile device is enabled to access the transit system (step 450). Processing then terminates. Thus, the user may use the mobile device to activate an NFC device associated with an entrance of the transit system to access the transit system. For example, the user may wave the mobile device near a turnstile to access a turnstile or unlock a gate at the entrance of a train platform.

FIG. 5 is a functional diagram illustrating a mobile device interacting with smart signs at different locations in a transit system to purchase a transit fare, in accordance with embodiments of the present invention. A smart sign is located in the transit system at each point of entry/exit. As shown in the figure, smart sign 130 a is located at a departure station and smart sign 130 b is located at a destination station. Each smart sign includes an NFC device 132 a, 132 b that provides location information to the mobile device 102 when the mobile device 102 is positioned proximate the NFC device 132 a, 132 b.

Illustratively, a user enters the transit system at the departure station. The user scans his mobile device 102 at the smart sign 130 a. In one embodiment, the smart sign 130 a is located at an entrance to the transit system and the user is granted access to the transit system after scanning the mobile device 102 at the smart sign 130 a. For example, the smart sign 130 a may be associated with a turnstile that allows the user to pass through after the mobile device 102 is scanned.

The NFC device 132 a provides location information that identifies the departure station to the mobile device 102. The mobile device 102 provides this location information to the transit agency system 140 via the cellular network 122. The transit agency system 140 stores the departure location information such that the user's point of entry into the transit system is available for calculating the fare price.

The user is then transported to a different location (i.e., the destination station) by the transit system. When the user reaches the destination station, the mobile phone 102 is positioned proximate the smart sign 132 b. In one embodiment, the smart sign 132 b is located at an exit to the transit system and the user is allowed to exit the transit system after scanning the mobile device 102 at the smart sign 130 b. For example, the smart sign 130 b may be associated with a gate that is unlocked after the mobile device 102 is scanned.

The NFC device 132 b provides location information that identifies the destination station to the mobile device 102. The mobile device 102 provides this location information to the transit agency system 140 via a cellular network. The transit agency system 140 uses the stored departure location information and the destination location information to calculate the fare price. Thus, the calculated fare price can be deducted from the user's account or otherwise charged to the user.

FIG. 6 is a flow diagram illustrating a method for purchasing a transit fare using a smart sign, in accordance with embodiments of the present invention. A smart sign is located at each point of entry/exit in a transit system. Each smart sign includes an NFC device. The NFC device is a passive device that provides location data to a mobile device positioned near the NFC device. Thus, a transit user can purchase a fare by activating the NFC device on the smart sign at a departure transit location and by activating the NFC device on a smart sign at a destination transit location.

An activation signal is received from a mobile device at an NFC device at the departure transit location (step 600). The signal may be received when the mobile device is positioned proximate the NFC device. The departure transit location is where the transit user intends to initiate use of the transit system. The smart sign may be located at an entrance to the departure transit location and the user is granted access to the transit system after scanning the mobile device at the smart sign. When the activation signal is received at the smart sign, the smart sign can identify the mobile device and exchange authentication data for ensuring that a user is authorized to use the transit system.

The NFC device provides departure location information to the mobile device (step 610). The departure location information identifies the departure transit location. The departure location information may also include a time stamp that may be used to calculate the transit fare when the user exits the transit system.

The mobile device transmits the departure location information to a transit server via a cellular network (step 620). The transit server stores the departure location information such that the user's point and time of entry into the transit system is available for calculating the fare price.

The user is then transported to a different location (i.e., the destination station) by the transit system (step 630). When the user reaches the destination station, the mobile phone is positioned proximate the smart sign such that an activation signal is received from the mobile device at the NFC device located at the destination transit location (step 640). The destination transit location is where the user intends to terminate use of the transit system. In one embodiment, the smart sign is located at an exit of the destination transit location and the user is allowed to exit the transit system after scanning the mobile device at the smart sign.

The NFC device provides the destination location information to the mobile device (step 650). The destination information may include a time stamp that identifies the time when the user activated the NFC device at the destination transit location. The mobile device transmits the destination location information to the transit server via a cellular network (step 660). The transit server uses the stored departure location information and the destination location information to calculate the fare price (step 670). The time stamps may be used when calculating the fare, for example, to identify an off-peak fare, an on-peak fare, weekend rates, or holiday rates. The calculated fare price can be deducted from the user's account or otherwise charged to the user (step 680). Processing then terminates. Thus, the user may use the mobile device to activate an NFC device at departure and destination transit locations of the transit system to pay a fare for transport between the departure and destination transit locations.

FIG. 7 is a functional diagram illustrating a mobile device interacting with a smart sign in a transit system to purchase a transit fare, in accordance with embodiments of the present invention. As shown in the figure, a smart sign 130 a is located at a departure transit location. The smart sign 130 a includes an NFC device 132 a that provides a fare payment credential to the mobile device 102 using NFC capability 112 when the mobile device 102 is positioned proximate the NFC device 132 a. The credential indicates that the user paid the transit fare. Alternatively, the smart sign 130 a forwards the credential to the transit agency system 140. The amount of the transit fare is deducted from a user account or otherwise charged to the user.

The user then enters the transit system. The credential provides proof that the transit fare has been purchased in advance. For example, the user may present the mobile device 102 to a transit system employee such that the employee can determine that the fare has been paid by observing the credential on the mobile phone 102. As shown in the figure, the mobile device 102 may show “FARE PAID” on a display to indicate to the transit employee that the transit fare has been paid in advance. In another example, the transit employee reads the credential from the mobile phone 102 using a scanning device 700. Specifically, an NFC device 710 on the scanning device 710 may be used to communicate with the mobile device 102 and access the credential. In another example, the scanning device 700 may wirelessly communicate with the transit agency system 140 via the cellular network 122 to verify the credential and determine that the transit fare has actually been paid. As shown in the figure, the scanning device 700 may show “FARE PAID” on a display 720 to indicate to the transit employee that the transit credential for the mobile device 102 is stored at the transit agency system 140.

FIG. 8 is a flow diagram illustrating a method for purchasing a transit fare using a smart sign, in accordance with embodiments of the present invention. A smart sign is located at each point of entry in a transit system. Each smart sign includes an NFC device. The NFC device is a passive device that provides a fare payment credential to a mobile device positioned near the NFC device. The smart sign may also be configured to provide the fare payment credential to a back end transit server for subsequent access to determine that a mobile device is configured to access a transit system. Thus, a transit user can purchase a fare by activating the NFC device on the smart sign at a departure transit location.

An activation signal is received from a mobile device at an NFC device at the departure transit location (step 800). The signal may be received when the mobile device is positioned proximate the NFC device. The departure transit location is where the transit user intends to initiate use of the transit system. The smart sign may be located at an entrance to the departure transit location and the user is granted access to the transit system after scanning the mobile device at the smart sign. When the activation signal is received at the smart sign, the smart sign can identify the mobile device and exchange authentication data for ensuring that a user is authorized to use the transit system.

A fare payment credential is stored for subsequent access to determine that the mobile device is configured to access the transit system (step 810). The fare payment credential indicates that the user paid the fare price to access the transit system. In one embodiment, the NFC device on the smart sign provides the fare payment credential to the mobile device for storage and subsequent access. In another embodiment, the smart sign provides the fare payment credential to the transit server for storage and subsequent access. The fare price is then deducted from or charged to a user account (step 820).

The user then accesses the transit system (step 830). For example, the user may board a train. After the user access the transit system, the credential is provided to indicate that the user has already purchased the fare (step 840). For example, the user may present the mobile device to a train conductor such that the train conductor can determine that the fare has been paid by observing the credential on the display of the mobile phone. In another example, the train conductor accesses the credential from the mobile phone using a scanning device. In another example, the scanning device may verify the credential by wirelessly accessing the transit server to determine that the transit fare has actually been paid. Processing then terminates. Thus, the user may use the mobile device to activate an NFC device at a departure transit location of the transit system to pay a fare in advance to access the transit system.

As described above, a system and method for facilitating the payment and collection of transit system fares using a mobile device utilizes a smart sign including NFC devices that communicate with a contactless element embedded within a mobile wireless device. Each NFC device is associated with a different transit location. The NFC devices may be included on the same smart sign located at one transit location or on different smart signs located at different transit locations. Alternatively, one NFC device may be included on a smart sign at a departure location and another NFC device may be activated when or after the user enters the transit system to provide proof of fare purchase. The mobile device is positioned proximate the NFC devices to activate the NFC devices and access fare and/or schedule information associated with transit between the two transit locations or purchase a fare for transit between the two transit locations. If the user's account includes sufficient funds or credit to pay the fare, the mobile device is enabled to access the transit system using the contactless element.

In accordance with embodiments of the present invention a system and method for enabling use of a mobile device with a contactless element in a transit fare payment environment have been described. The contactless element is embedded within a mobile device that is capable of communication and data transfer over a cellular network. The contactless element may include a chip that may combine transaction payment and transit fare applications. The data on the chip may be provisioned and otherwise manipulated using the cellular network, to provide transit system access and fare calculation data as needed by the user. The chip may utilize a dynamic data storage model to permit the limited storage capacity to be efficiently used for access to multiple and changing transit systems. In addition to transit fare applications, the invention may be used as an access token for other venues, for example, theaters, amusement parks, art exhibits, etc.

It should be understood that the embodiments of the present invention as described above can be implemented in the form of control logic using computer software in a modular or integrated manner. Based on the disclosure and teachings provided herein, a person of ordinary skill in the art will know and appreciate other ways and/or methods to implement the embodiments of the present invention using hardware and a combination of hardware and software.

Any of the software components or functions described in this application, may be implemented as software code to be executed by a processor using any suitable computer language such as, for example, Java, C++ or Perl using, for example, conventional or object-oriented techniques. The software code may be stored as a series of instructions, or commands on a computer readable medium, such as a random access memory (RAM), a read only memory (ROM), a magnetic medium such as a hard-drive or a floppy disk, or an optical medium such as a CD-ROM. Any such computer readable medium may reside on or within a single computational apparatus, and may be present on or within different computational apparatuses within a system or network.

While certain exemplary embodiments have been described in detail and shown in the accompanying drawings, it is to be understood that such embodiments are merely illustrative of and not intended to be restrictive of the broad invention, and that this invention is not to be limited to the specific arrangements and constructions shown and described, since various other modifications may occur to those with ordinary skill in the art.

As used herein, the use of “a”, “an” or “the” is intended to mean “at least one”, unless specifically indicated to the contrary. 

What is claimed is:
 1. A method of providing a mobile device with transit data, the method comprising: receiving a first activation signal from the mobile device at a first near field communication (NFC) device, wherein the first NFC device is associated with a first transit location; receiving a second activation signal from the mobile device at a second NFC device, wherein the second NFC device is associated with a second transit location; receiving information identifying the first transit location and information identifying the second transit location from the mobile device via a wireless network; and providing the mobile device with transit data associated with transport between the first transit location and the second transit location via the wireless network; wherein the first NFC device and the second NFC device are included in a smart sign displayed in a train station or at a bus stop, the first NFC device being associated with a first location depicted on the smart sign and the second NFC device being associated with a second location depicted on the smart sign.
 2. The method of claim 1, further comprising receiving a selection of a type of transit data to be provided to the mobile device.
 3. The method of claim 1, wherein the transit data is a payment value amount corresponding to a transit fare for travel between the first transit location and the second transit location.
 4. The method of claim 3, further comprising deducting the payment value amount from a consumer account associated with the mobile device.
 5. The method of claim 4, further comprising enabling a user of the mobile device to access a transit provider that provides transport from the first transit location to the second transit location.
 6. The method of claim 1, wherein the transit data is schedule information associated with travel between the first transit location and the second transit location.
 7. The method of claim 6, wherein the schedule information is a departure time at which transport is initiated between the first transit location and the second transit location.
 8. The method of claim 6, wherein the schedule information is an amount of time for transport between the first transit location and the second transit location.
 9. The method of claim 1, further comprising causing the transit data to be stored within a contactless element contained in the mobile device, the contactless element including a dynamically configurable memory.
 10. The method of claim 1, wherein the first transit location and the second transit location are train station locations or bus stop locations.
 11. The method of claim 1, wherein the first NFC device is included in a first smart sign located at the first transit location and the second NFC device is included in a second smart sign located at the second transit location.
 12. The method of claim 11, further comprising: calculating a payment value amount corresponding to a transit fare for travel between the first transit location and the second transit location, wherein the payment value amount is calculated based on the received information identifying the first transit location and information identifying the second transit location; and deducting the calculated payment value amount from a consumer account associated with the mobile device.
 13. The method of claim 1, further comprising deducting a payment value amount corresponding to a transit fare for travel between the first transit location and the second transit location from a consumer account associated with the mobile device, wherein the transit data is a fare payment credential that indicates that the payment value amount has been paid for travel between the first transit location and the second transit location.
 14. The method of claim 1, further comprising: deducting a payment value amount corresponding to a transit fare for travel between the first transit location and the second transit location from a consumer account associated with the mobile device; receiving a fare payment credential from the mobile device via the wireless network that indicates that the payment value amount has been paid for travel between the first transit location and the second transit location; and providing the fare payment credential to the transit provider.
 15. The method of claim 1, wherein the first NFC device is included in a first smart sign located at the first transit location and the second NFC device is included in a second smart sign located at an access point of a transit provider.
 16. The method of claim 1, wherein the transit data is provided to the mobile device using NFC technology instead of via the wireless network.
 17. A system for providing a mobile device with transit data, the mobile device capable of communication and data exchange with NFC devices, the system comprising: a first NFC device associated with a first transit location; a second NFC device associated with a second transit location; a processor configured to execute a process to receive information identifying the first transit location and information identifying the second transit location from the mobile device via a wireless network and to generate transit data associated with the first transit location and the second transit location in response to activation of the first NFC device and the second NFC device; and a communication module coupled to the processor, the communication module configured to provide the mobile device with the transit data via the wireless network, wherein the first NFC device and the second NFC device are included in a smart sign displayed in a train station or at a bus stop, the first NFC device being associated with a first location depicted on the smart sign and the second NFC device being associated with a second location depicted on the smart sign.
 18. The system of claim 17, wherein the transit data is a payment value amount corresponding to a transit fare for travel between the first transit location and the second transit location.
 19. The system of claim 18, wherein the payment value amount is deducted from a consumer account associated with the mobile device.
 20. The system of claim 17, wherein the transit data enables a user of the mobile device to access a transit provider that provides transport from the first transit location to the second transit location.
 21. The system of claim 17, wherein the transit data is schedule information associated with travel between the first transit location and the second transit location.
 22. The system of claim 17, further comprising a contactless element associated with the mobile device, the contactless element including a chip dynamically configurable memory configured to store the transit data.
 23. The system of claim 17, wherein the first NFC device is included in a first smart sign located at the first transit location and the second NFC device is included in a second smart sign located at the second transit location.
 24. The system of claim 17, wherein the first NFC device is included in a first smart sign located at the first transit location and the second NFC device is included in a second smart sign located at an access point of a transit provider.
 25. The system of claim 17, wherein the communication module provides the transit data to the mobile device using NFC technology instead of via the wireless network. 